The Next Economic Revolution: Economic Growth and the Steady State


Crossposted from The European Tribune to TPMCafe.

Early this month I finished Justinian's Flea, which looks at the reign of Justinian the Great as the pivot between "late antiquity" and the rise of medieval Europe ... and the central role in the drama played by the Plague of Justinian, the first clearly documented outbreak of the Bubonic Plague.

Which was one more addition to the mix of things involved in my reaction (s) to the diary [NB. at the European Tribune] by Jerome a Paris, Hostility to the notion of limits to growth ... and the question of what was so special about the Industrial Revolution.

I'll start with what is normal, then with what has been peculiar in the past couple of hundred years, and then how that peculiarity must have warped our economic institutions ... and to get back to normality, we will have to unwarp them.

OK, "tell them what you are going to tell them". Check. Make it clear as mud. Check. "then tell them".

Normal Economic Growth

Economic growth is normal. We have been experiencing economic growth since before we started writing about it ... given that the first writing seems to have been accounting for things in the Big Man's storehouse, and a recipe for beer, both of them early fruits of economic growth.

Indeed, at the time of Justinian, according to William Rosen in Justinian's Flea, about half the global human population were located within the conventional boundaries of the Chinese and Roman empires. It did not start out that way ... it got to be that way via economic growth.

The revolution in trade from luxuries to staples that saw Egypt emerge as the granary for Roman cities was positive sum economic growth ... it was, indeed, positive sum in precisely the Ricardian comparative advantage sense. So, too, the trade in staples in China, especially along the Grand Canal that connected the North with the South, begun in 486BCE and completed in 610CE, finally connecting with ... and therefore interconnecting ... the five major rivers of the Haihe, Huanghe (the Yellow River), Huaihe, Changjiang (the Yangtze) and Qiantangjiang.

After the cold spell that allowed the Bubonic plague to climb down from the upper Nile River Valley to the Mediterranean world, that reliance on rapid transport across the Med turned from a blessing into a curse ... and undermining Justinian the Great's reconquests of North Africa, Iberia and Italy (as recounted in Justinian's Flea) ...

... but then after the collapse of that system emerged the North Atlantic economy built on the heavy horse-drawn moldboard plough and the three-field system, and the growth that followed from that was positive sum growth as well.

Indeed, the most extensive Empire in the Americas prior to our Age of Plagues, the Inca Empire, was founded on Ricardian comparative advantage trade in staples ... but because of the extreme range of altitudes as you pass from the western coast of South America into the Andes, this trade between the coastal lowlands and the Andean highlands could ride on the back of pack animals, with the Imperial North-South road acting primarily as the Empire's information super-highway.

Waves of Normal Economic Growth

Economic growth normally proceeds in waves, as we learn how to do things better, and then put that into practice.

The learning how to do things better ... that is the continuous, ongoing process of invention, and its not what goes in waves. Its the putting inventions into practice ... that is, innovation ... that's what goes in waves.

And "Economic Revolutions"? Well, innovations come in waves, and those waves of innovations themselves come in waves of bigger innovation waves separated by less dramatic innovation waves. If you want to label the biggest wave of innovations in a particular period a Revolution, then if you look around, you will find others just as dramatic.

This much is historical observation. So, taking the Industrial Revolution, for example, it was preceded in the modern period ... that is, since the Europeans stumbled on mountains of silver in the New World and were able to buy their way into the lucrative carrying trade of richer East Asia ... by Mercantile and Agricultural revolutions that share a role in laying the foundation for modern technology.

Now, certainly it is likely to have felt "especially Revolutionary" inside England, since that was the wave of innovations that led to the reversal of the balance of trade between the Indian subcontinent and the European subcontinent, which was, in turn, the foundation for the establishment of the Raj. After all, the armies and munitions that England used to conquer India primarily originated inside India ... the power that came from England was its superior financial clout.

However, with respect to our current limits of growth, what is critical about the changes in institutional structures associated with the Industrial Revolution and later fossil fuel waves of innovation is the way that we have become dependent upon regular, annual economic growth.

Steady State Growth Versus Extensive Growth

That is, what was so distinctive about the Industrial Revolution, as opposed to the Mercantile and Agricultural revolutions (and etc.) that came most immediately before it, was not the economic growth, but the increased reliance on fossil fuels.

Technological growth, resulting from more efficient use of given material inputs by a given population, necessarily involves innovation, and so inherits the wavelike character of innovation.

Extensive growth, by contrast, requires either expansion into "virgin" territory ... to get more economic activity from more people in the economy ... or finding a way to acquire more material input per person.

Having lived for a decade in Australia, where the legal fiction of Terra Nullis had recently been overturned by the high court as a patent absurdity, I hasten to add that "virgin" territory here means a territory where a more productive technology is not yet in use ... we basically filled up the world with bands of hunter-gatherers before being forced into the more arduous work of farming, and the last human entry into a big chunk of truly uninhabited territory seems to have been the Polynesian colonization of New Zealand, during the late medieval period of Peninsular Far West Asia (or "Europe" for short).

The material "Revolution" of the Industrial Revolution and succeeding big waves of innovation has been to shift the focus of extensive growth away from expansion into new terrain and toward the plundering of the stored up energy of fossil fuels.

This permits economic growth without improved material efficiency. It also permits economic growth without the continuous necessity of conquest. Therefore, it allows economic growth to proceed on a regular annual basis, except for the occasional recessions ... provided that it is possible to acquire an every increasing material input per person, and possible to generate the effective demand for the newly produced products.

The Two Requisites for Extensive Material Growth

At one time, conventional wisdom took both requisites for ongoing extensive growth for granted ... but as a result of the Great Depression, our societies learned that effective demand could not be taken for granted (of course, some individuals understood that previously, but there is a big difference between a conclusion of individual analysis and having that knowledge sink into the structure of social institutions).

Now, we are entering a period when as societies we will discover that the material input requisite can't be taken for granted either.

However, while the macro level models of economic growth used by traditional marginalist economists focus primarily on material extensive growth, and the micro level models of economic growth used by traditional marginalist economists focus on the static gains available from exploiting un-tapped comparative advantages ... that tells us more about the limitations of traditional marginalist economics than it tells us about economic growth in the steady state.

In an ecologically sustainable steady state, we can still gain economic growth without additions in material inputs via technological progress. An ecologically sustainable steady state therefore does not imply an absence of economic growth.

However, we cannot depend upon ongoing, annual growth ... since pure technological progress requires innovation, and innovation proceeds in waves. We will have to work out way to a set of economic institutions that is compatible with zero-growth, and at the same time is able to accommodate economic growth.

Which is where we arrive at the central issue of economic justice. A central myth used by the wealthy to attempt to legitimize concentration of wealth in democratic industrial societies is that it leads to every more stuff, so that ever more crumbs will fall from the tables of the wealthy to be gobbled up by the rest of us.

This is not a politically stable legitimization in an ecologically sustainable steady state economy. What will be required for political stability during the periods of economic stability between waves of substantial economic growth? What will be required is a common folkview that the current division of what we have is fair, and that the division of the gains of economic growth, when they do show up, will also be fair.

Energy Independence: Retrofitting Outer Suburbia, The Transport Corridor


cross posted from dKos

Suburban sprawl creates gross energy inefficiency. However, one of the common objections, when this point is raised, is that Americans are not going to vote for policies to pack them into dense urban landscape ... Americans, we are told, like the space.

SO the idea of retrofitting outer suburbia. Retrofitting outer suburbs means recreating the option in the outer suburbs of living in conditions like a compact small town. In the town that I am writing from, large numbers of people drive everywhere they go. However, it is possible to walk to the supermarket, the post office, a pastry shop, a coffee shop, etc.

The sketch of retrofitting an outer suburb begins below the break, and will be picked up in a "Part 2". Part 2 is already written, so that is an easy promise to make.

A Dedicated Transport Corridor

The first step to retrofitting an outer suburb is to have a dedicated transport corridor. I am being very deliberate here in not saying a rail corridor or a light rail corridor. Now, rail and light rail was exactly what we were busy building before the auto uber alles development system emerged in the Roaring Twenties and was locked into place by government policy in the Great Depression and immediately after WWII. I am not going to rule out Bus Rapid Transit (BRT) if a locality prefers that option ... as long as the BRT runs through the outer suburb in a dedicated corridor that is free of interference by auto traffic.

There are two reasons why a dedicated transport corridor is essential to the retrofit of an outer suburb. The first is the inflexibility of its route. The second is the interaction between auto congestion and public transport on a dedicated corridor.

A dedicated transport route is much less flexible than the public right of way relied on by motorist and transport cyclists. And that is a very important virtue. That means that development can be planned around stops on the dedicated transport route. Clustering higher density housing (an idea of what that means is sketched below) around those stops means both walk-up demand (from local residents) and walk-past demand (from park and ride users of the public transport) to attract local entrepeneurs. That means that traffic can be attracted to those stops by the establishments in the vicinity. And that is when it becomes a virtuous circle.

Unexpected Allies In the Process

An important ally in this process are local property owners. Under suburban sprawl development, an increase in land values in one place drives larger establishments away from that area, toward cheaper land with not-yet-congested access, and heavy public subsidies for greenfield development. Transport on the public right of way ... cars, cyclists, city buses where they are available ... must then chase the "big boxes" retailers, resulting in the steady increase in miles driven per year to do the things needed for everyday life. However, with a dedicated transport corridor in place, there is only so far a retailer can go before sacrificing a part of the market to someone else.

So land values in the area immediately surrounding a dedicated transport corridor can rise farther than they can elsewhere in outer suburbia. Now, this won't be widely recognized at first. Once the process has started in a few localities and people can see the effect for themselves, property owners will move from undermining public transport access to putting locations forward for stops on the route.

The second reason that a dedicated corridor is the foundation for the strategy is the interaction between traffic congestion and commute times. Increasing traffice congestion is an automatic side-effect of urban sprawl development. If everyone drives further and further each year, then everyone's car is on the road for more and more of the day, so there is more traffic congestion at more places during more periods of the day.

A bus on the public right of way slows down with the cars around it, as traffic congestion increases. Add to that the fact that the bus must stop to take on and let off passengers, and buses are always slower than cars. Now provide a public transport option on a dedicated transport corridor. It does not matter whether it is a bus, train, light rail, or monorail, it does not slow down as traffic congestion worsens, and so the worse traffic congestion becomes, the more attractive the public transport option becomes.

This brings the second major ally into view: motorists. When the transport choice is car or nothing, then no matter how bad the traffic gets, people still have to drive. However, when there is an alternative option, then when congestion gets bad, some drivers will take the public transport instead, which will ease the traffic congestion. The more attractive the public transport option becomes, and the more tasks you can accomplish via public transport, the more likely that other bozo over there will get off the road.

This is simply recognizing that in a traffic jam, the relationship between the American and the Automobile is a Love-Hate relationship ... love ours, hate everyone else's. And congestion is not "linear", but gets worse faster the closer a road gets to full capacity. So taking 10% of the traffic off the road reduces the experience of congestion by more than 10%.

An Example Dedicated Transport Option: the Aerobus

Now, I can say, "whatever option the locality prefers", but to make a sketch, I'll have to use one as an example. I'm going to use the Aerobus, simply because it avoids many site specific problems in the same general way ... by going over them. The Aerobus can be thought of as an upside down subway. It is suspended from its tracks, where it also taps the power to run, with the wheels and engines in an enclosed pod on top, and the passenger cars hanging underneath.

The special twist of the Aerobus is that suspension cable is used to suspend the track. The use of suspension cable means that the overhead structure is less obtrusive than a monorail, elevated light rail line, or elevated rail line. It also means that the support pylons can be much further apart, which keeps the capital cost down. In outer suburban conditions, the pylons can be up to a mile apart.

So in our sketch, we have a number of Aerobus lines from outer suburbs converging to interchange stations interconnecting with existing urban maa transit, if they exist, and continuing on to substantial traffic destinations in the urban core. If this is a typical US city, there may well be an outerbelt, which may be provided with an Aerobus system shadowing the loop, running direct to the main destinations that have emerged in "edge city".

Again, this is a sketch ... this technology lets me leave the city in the background as a couple of rough pencil strokes with some suggestive shading. There may be a river crossing, an Interstate interchange built without allowing for a dedicated transport corridor, etc ... an elevated option lets me leave those details in the background.

However, it also lets me point out, as an aside, the apparent difference between the ambition of America and China for transport infrastructure projects. The Chinese already have an Aerobus system under construction, due to open in mid 2008. The first clip on the Aerobus multimedia page gives a promo for the WeiHai project, providing transport from the city of WeiHai to Liugong Island, with the "Star Tower" as the middle stop on the run.

And here Part 1 ends, and Part 2 shall pick up ... so, in classic movie serial style, to be continued.

BruceMcF

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